System and method to control automotive powertrain component temperature

ABSTRACT

A thermal management unit for a vehicle powertrain component. The thermal management unit is designed to maintain the operating temperature of the vehicle component within a relatively small, ideal temperature range. The thermal management unit includes a three-way valve and temperature sensor that uses the temperature of a lubricant used by the component itself to configure the valve such that lubricant having the desired temperature is passed to the component.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional application of U.S. Ser. No.13/329,393, filed Dec. 19, 2011.

FIELD

The present disclosure relates to automotive powertrains, specificallyto a system for controlling the temperature of a powertrain component.

BACKGROUND

Certain automotive components need to be held within a certaintemperature range to operate correctly. In a vehicle powertrain, forexample, one of these components is the vehicle's transmission that isused to transfer torque from the vehicle's engine to its wheels. It isknown that operating a transmission at too high of a temperature cancause excessive wear, seals to harden and clutch performance to degrade,which shortens the life of the transmission. It is also known thattransmissions will not operate as consistently, reliably and efficientlyif they are too cold. Typically, it is desired to have the transmissionoperating temperature to be about the same as the engine's temperatureand somewhere in the range of 160° to 200° Fahrenheit. Operation at theideal temperature promotes optimized shift quality through stableviscosity and friction properties of the transmission's fluid.Additionally, the lower, controlled viscosity of the fluid resultingfrom a narrow operating temperature reduces viscous drag, improvingtransmission overall efficiency.

In an automatic transmission, automatic transmission fluid (ATF) servesas a coolant for the transmission while also lubricating transmissioncomponents and acting as the hydraulic fluid. Transmission fluid reducesheat and friction, which helps sustain an automatic transmission's life.Manual transmissions use a transmission oil sometimes referred to asgear oil. Modern attempts to control transmission temperature includeoil cooling devices to cool down the transmission oil/fluid. Bypassvalves may be used to bypass the cooling device when the oil/ATF dropsbelow a certain temperature. Temperature rise times and the temperatureachieved, however, are dependent upon the self-generated heat of thetransmission. This is not a desirable mechanism since the source of theheat are the inefficiencies of the transmission. Modern transmissionshave high efficiencies and forcing inefficient operation to generateheat reduces the benefit of controlled temperature operation.

Accordingly, there is a need and desire for an improved method andsystem for controlling the temperature of a powertrain component such asa transmission.

SUMMARY

In one form, the present disclosure provides a thermal management unitfor a vehicle powertrain component. The thermal management unitcomprises a temperature controlled multi-port valve having a sensoradapted to sense a temperature of a lubricant used by the powertraincomponent, said valve having at least a first configuration during afirst state whereby heated lubricant is passed to the powertraincomponent and a second configuration during a second state wherebycooled lubricant is passed to the powertrain component based on thesensed temperature; and means for heating and cooling the lubricant.

The present disclosure also provides an engine cooling system comprisinga radiator, a pump adapted to input engine coolant from the radiator andto pump the coolant to an engine, and a thermal management unit formanaging the temperature of a vehicle powertrain component. The thermalmanagement unit comprises a temperature controlled multi-port valvehaving a sensor adapted to sense a temperature of a lubricant used bythe powertrain component, said valve having at least a firstconfiguration during a first state whereby heated lubricant is passed tothe powertrain component and a second configuration during a secondstate whereby cooled lubricant is passed to the powertrain componentbased on the sensed temperature; and means for heating and cooling thelubricant.

In one form, the means for heating and cooling comprises a (coolant tooil) heat exchanger for heating the lubricant during the first state andcooling the lubricant during the second state. The heat exchanger has afirst port for inputting the lubricant from the component and a secondport for outputting the heated or cooled lubricant to the sensor, athird port connected to a first port of the valve and a fourth portconnected to a coolant output of an engine. In another form, the meansfor heating and cooling comprises a discrete lubricant cooler adapted toinput the lubricant, cool the lubricant, and output the cooled lubricantto a first port of the valve; and a heat exchanger adapted to input thelubricant and heated coolant from an engine via different ports, use theheated coolant to heat the lubricant, and output the heated lubricant toa second port of the valve. In this embodiment, control of the valve,based on temperature sensing of the lubricant, provides for fullheating, full cooling, or a mixture of both to provide a fixedtemperature of the lubricant returning to the component.

In one embodiment, the powertrain component is a transmission and thelubricant is transmission oil.

Further areas of applicability of the present disclosure will becomeapparent from the detailed description and claims provided hereinafter.It should be understood that the detailed description, includingdisclosed embodiments and drawings, are merely exemplary in natureintended for purposes of illustration only and are not intended to limitthe scope of the invention, its application or use. Thus, variationsthat do not depart from the gist of the invention are intended to bewithin the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an illustration of a vehicle cooling system having a thermalmanagement unit constructed in accordance with an embodiment disclosedherein; and

FIG. 2 is an illustration of another vehicle cooling system having athermal management unit constructed in accordance with anotherembodiment disclosed herein.

DETAILED DESCRIPTION

FIG. 1 is an illustration of a vehicle cooling system 10 having athermal management unit 50 constructed in accordance with an embodimentdisclosed herein. As will be discussed below, the thermal managementunit 50 is configured to control the temperature of a powertraincomponent such as a transmission 32 such that its operating temperatureis maintained within a relatively small ideal temperature range.

The cooling system 10 comprises a radiator 22 connected to a pump 24that pumps engine coolant through an engine 26. The coolant leaving theengine 26 is passed through a thermostat 28 before returning to theradiator 22. The radiator 22, pump 24, engine 26 and thermostat 28 haveports for accepting tubing suitable for maintaining the coolant duringoperation of the vehicle. The radiator 22, pump 24, engine 26 andthermostat 28 are connected as illustrated using the tubing and anynecessary connectors, O-rings or other components needed to seal off theport-to-tube connections. Hereinafter, all port-to-tube connections orall tube-to-tube connections described herein will include connectors,seals and/or other components needed to maintain the fluid passingthrough the connection and the pressure existing therein.

The thermal management unit 50 includes a three-way control valve 52,temperature sensor 54 and a transmission heat exchanger 56. Althoughshown as a separate component, the sensor 54 is preferably integral withthe control valve 52, taking the form of a temperature based actuatorand forming a temperature controlled multi-port valve. Alternatively,the valve can be electrically operated by a solenoid. The sensor 54 isused to control the switching of the valves within the control valve 52in the manner discussed below. In addition, the transmission heatexchanger 56 is configured to use coolant exiting the pump 24 or engine26 to cool or heat transmission lubricant (i.e., automatic transmissionfluid for an automatic transmission or gear oil for a manualtransmission) used by the transmission 32 in accordance with theprinciples disclosed herein. The heat exchanger 56 uses heat transferproperties to alter the temperature of the lubricant based on thecoolant temperature without the mixing of the fluids.

A first port of the control valve 52 is connected to the output of thepump 24 (or the tubing connected to the pump output) for inputting thecoolant leaving the pump 24. A second port of the control valve 52 isconnected to a first port of the transmission heat exchanger 56 forinputting coolant from or outputting coolant to the heat exchanger 56. Athird port of the control valve 52 is connected to the output of theradiator 24 (and/or the tubing connected to the pump input).

A second port of the transmission heat exchanger 56 is connected to theoutput of the engine 26 (or the tubing connected to the engine output)for inputting heated coolant from the engine's 26 output or outputtingcoolant to the thermostat 28. A third port of the transmission heatexchanger 56 is connected to receive transmission lubricant from thetransmission 32. A fourth port of the transmission heat exchanger 56 isconnected to output heated/cooled transmission lubricant to thetemperature sensor 54. The sensor 54 has a mechanism for looping backthe lubricant to the transmission 32.

In operation, in a first, normal state of the system 10, the valve 52 isset to a first configuration that selects heated coolant from the outputof the engine 26. Due to the lower pressure, coolant heated by theengine flows through the heat exchanger 56 and returns to the pump inlet(via the valve port connected to the pump inlet/radiator output tubing).Transmission lubricant flowing through the heat exchanger 56 is heatedby the heated coolant from the output of the engine 26. This heatedtransmission lubricant flows to the sensor 54 and is looped back to thetransmission 32. The sensor 54 maintains the valve's 52 configuration aslong as the temperature of the transmission lubricant does not exceed apredetermined temperature. In a desired embodiment, the predeterminedtemperature is about 180° Fahrenheit. This routing of the engine coolantpromotes the most rapid warming of the transmission. Tapping the coolantexiting from the engine before the thermostat 28 ensures heating flowthroughout the drive cycle, but particularly immediately after coldstart.

If the sensor 54 determines that the temperature of the transmissionlubricant exceeds the predetermined temperature, the system enters thesecond, active state. In the second state, the valve 52 is switched to asecond configuration to select the pressurized, lower temperaturecoolant flowing from the pump's 24 output. The relatively highrestriction of the engine creates a lower pressure at the engine coolantoutput, allowing the flow to pass through the transmission heatexchanger 56 to mix with the coolant exiting the engine, passing throughthe thermostat 28 to the radiator 22 inlet. Transmission lubricantflowing through the heat exchanger 56 is cooled by the lower temperaturecoolant from the output of the pump 24. This cooled transmissionlubricant flows to the sensor 54 and is looped back to the transmission32. The sensor 54 maintains the valve's 52 configuration until thetemperature of the transmission lubricant falls below the predeterminedtemperature at which point the valve configuration is switched back tothe first configuration and the system enters the first state describedabove. This flow direction provides the heat exchanger 56 with thelowest possible coolant temperature, providing the maximum possiblecooling of the transmission while maintaining a temperature compatiblewith efficient operation.

FIG. 2 is an illustration of a vehicle cooling system 110 having athermal management unit 150 constructed in accordance with anotherembodiment disclosed herein. As will be discussed below, the thermalmanagement unit 150 is configured to control the temperature of apowertrain component such as a transmission 132 such that its operatingtemperature is maintained within a relatively small ideal temperaturerange.

The cooling system 110 comprises a radiator 122 connected to a pump 124that pumps engine coolant through an engine 126. The coolant leaving theengine 126 is passed through a thermostat 128 before returning to theradiator 122. A transmission oil cooler 134 is also provided. Theradiator 122, pump 124, engine 126 and thermostat 128 have ports foraccepting tubing suitable for maintaining the coolant during operationof the vehicle. The radiator 122, pump 124, engine 126 and thermostat128 are connected as illustrated using the tubing and any necessaryconnectors, O-rings or other components needed to seal off theport-to-tube connections. Likewise, the transmission oil cooler 134 willhave ports for accepting tubing suitable for maintaining transmissionlubricant during operation of the vehicle.

The thermal management unit 150 includes a three-way center open controlvalve 152, temperature sensor 154 and a transmission heat exchanger 156.Although shown as a separate component, the sensor 154 is preferablyintegral with the control valve 152, functioning as a temperaturecontrolled actuator and forming a temperature controlled multi-portvalve. In the illustrated embodiment, the transmission heat exchanger156 is configured to use heated coolant exiting the engine 126 to heatthe transmission lubricant while the transmission oil cooler 134 isdesigned to cool the transmission lubricant. The heat exchanger 156 usesheat transfer properties to alter the temperature of the lubricant basedon the coolant temperature without the mixing of the fluids. The sensor154 is used to control the switching of the valves within the controlvalve 152 to pass the heated, cooled or a fixed temperature mixture ofthe heated and cooled transmission lubricant to the transmission 132 inaccordance with the principles disclosed herein.

In the illustrated embodiment, a first port of the transmission heatexchanger 156 is connected to the coolant output of the engine 126 (orthe tubing connected to the engine output) for inputting heated coolantfrom the engine's 126 output. A second port of the transmission heatexchanger 156 is connected to the input of the pump 124 or othersuitable low pressure point in the cooling circuit to output the coolantreceived from the engine 126 to the pump 124. A third port of the heatexchanger 156 inputs transmission lubricant from the transmission 132. Afourth port of the exchanger 156 is used to output heated transmissionlubricant to a first port of the valve 152. In operation, the heatedcoolant will flow from the engine 126, through the heat exchanger 156,to the pump 124 and will heat the transmission lubricant input from thetransmission 132. The heated lubricant will be output to the first portof the valve 152.

The transmission oil cooler 134 has a first port for inputtingtransmission lubricant from the transmission 132 and a second port foroutputting cooled transmission lubricant to a second port of the valve152. In operation, the transmission lubricant will flow from thetransmission 132, through the cooler 134, and be output as cooledtransmission lubricant. The cooled lubricant is output to the secondport of the valve 152. A third port of the control valve 152 is used tooutput transmission lubricant to the sensor 154 and back to thetransmission 132.

In operation, the valve 152 operates in a three-way center open mixingmode to keep the temperature of the transmission lubricant (and thus thetransmission 132) within a small, desired operating range. In a desiredembodiment, the minimum temperature will be about 175° Fahrenheit andthe maximum temperature will be 185° Fahrenheit. Ideally, thetemperature will be maintained at about 180° Fahrenheit.

In a first state of the system 110, the valve 152 is set to a firstconfiguration that selects heated transmission lubricant from the outputof the heat exchanger 156 and blocks output from the transmission cooler134. Heated lubricant is required in this state to ensure that thelubricant and the transmission 132 are operated above a firstpredetermined temperature (i.e., the minimum temperature of the desiredrange). The heated lubricant flows through the third port of the valve152, to the sensor 154 and to the input of the transmission 132. Thetransmission lubricant leaves the transmission 132 and enters both theheat exchanger 156 and transmission oil cooler 134. The sensor 154maintains the valve's 152 configuration until the temperature of thetransmission lubricant exceeds the first predetermined temperature.

If the sensor 154 determines that the temperature of the transmissionlubricant exceeds a second predetermined temperature (i.e., the maximumtemperature of the desired range), the system 110 enters a second state.In the second state, the valve 152 is switched to a second configurationto select the cooled transmission lubricant from the transmission oilcooler 134. The lower temperature lubricant flows through the third portof the valve 152, to the sensor 154 and to the input of the transmission132. The transmission lubricant leaves the transmission 132 and entersboth the heat exchanger 156 and transmission oil cooler 134. The sensor154 will maintain the valve's 152 configuration until the temperature ofthe transmission lubricant falls below the second predeterminedtemperature.

If the sensor 154 determines that the temperature of the transmissionlubricant exceeds the first, minimum predetermined temperature, but isbelow the second, maximum predetermined temperature, the system 110enters a third state. In the third state, the valve 152 is switched to athird configuration to proportionally blend flows from the cooledtransmission lubricant from the transmission oil cooler 134 and theheated transmission lubricant from the heat exchanger 156. Ideally, themixture will result in the transmission lubricant achieving the desired180° Fahrenheit temperature. The mixed temperature lubricant flowsthrough the third port of the valve 152, to the sensor 154 and to theinput of the transmission 132. The transmission lubricant leaves thetransmission 132 and enters both the heat exchanger 156 and transmissionoil cooler 134. The sensor 154 will maintain the valve's 152configuration until the temperature of the transmission lubricant fallsoutside the range between the first and second predeterminedtemperatures.

Accordingly, the systems 10, 110 described herein use feedback from thetransmission lubricant to ensure proper and direct control of thetransmission 32, 132 temperature. The transmission's 32, 132 temperatureis maintained within the desired range regardless of environmental orduty cycle conditions. The temperature control of the valves 52, 152(via sensors 54, 154) could be mechanical such as wax motor control orelectrical such as a solenoid. As shown above, the heat exchangers 56,156 use engine coolant to exchange heat with the transmission lubricantbased on the type of coolant passed to the exchangers 56, 156. Thisprovides a simple and inexpensive solution for maintaining thetransmission's operating temperature.

What is claimed is:
 1. A thermal management unit for a vehiclepowertrain component, said thermal management unit comprising: atemperature controlled multi-port valve having a sensor adapted to sensea temperature of a lubricant used by the powertrain component, saidvalve having at least a first configuration during a first state wherebyheated lubricant is passed to the powertrain component and a secondconfiguration during a second state whereby cooled lubricant is passedto the powertrain component based on the sensed temperature; and a heatexchanger for heating the lubricant during the first state and coolingthe lubricant during the second state, said heat exchanger having: afirst port for inputting the lubricant from the component; a second portfor outputting the heated or cooled lubricant to the sensor; and a thirdport connected to a first port of the valve and a fourth port connectedto a coolant output of an engine.
 2. The thermal management unit ofclaim 1, wherein during the first state, the heat exchanger inputscoolant output from the engine, uses the heat of the coolant to heat thelubricant, and outputs the coolant to the first port of the valve. 3.The thermal management unit of claim 1, wherein during the second state,the heat exchanger inputs coolant pumped from a pump through the firstport of the valve, uses the coolant to cool the lubricant, and outputsthe coolant to the coolant output of the engine.
 4. The thermalmanagement unit of claim 1, wherein in the first configuration, thefirst port of the valve inputs heated coolant output from the engine andpassed through the exchanger and outputs the coolant via a second portto an input of a pump that provides the coolant to the engine.
 5. Thethermal management unit of claim 1, wherein in the second configuration,a second port of the valve inputs pumped coolant output from a pump usedto provide the coolant to the engine and the first port outputs thecoolant pumped from the pump to the heat exchanger, which uses thecoolant to cool the lubricant.
 6. An engine cooling system comprising: aradiator; a pump adapted to input engine coolant from the radiator andto pump the coolant to an engine; and a thermal management unit formanaging the temperature of a vehicle powertrain component, said thermalmanagement unit comprising: a temperature controlled multi-port valvehaving a sensor adapted to sense a temperature of a lubricant used bythe powertrain component, said valve having at least a firstconfiguration during a first state whereby heated lubricant is passed tothe powertrain component and a second configuration during a secondstate whereby cooled lubricant is passed to the powertrain componentbased on the sensed temperature; and a heat exchanger for heating thelubricant during the first state and cooling the lubricant during thesecond state, said heat exchanger having: a first port for inputting thelubricant from the component; a second port for outputting the heated orcooled lubricant to the sensor; and a third port connected to a firstport of the valve and a fourth port connected to a coolant output of theengine.
 7. The system of claim 6, wherein during the first state, theheat exchanger inputs coolant output from the engine, uses the heat ofthe coolant to heat the lubricant, and outputs the coolant to the firstport of the valve and during the second state, the heat exchanger inputscoolant pumped from a pump through the first port of the valve, uses thecoolant to cool the lubricant, and outputs the coolant to the coolantoutput of the engine.
 8. The system of claim 6, wherein in the firstconfiguration, the first port of the valve inputs heated coolant outputfrom the engine and passed through the exchanger and outputs the coolantvia a third port to an input of a pump that provides the coolant to theengine and in the second configuration, a second port of the valveinputs pumped coolant output from a pump used to provide the coolant tothe engine and the first port outputs the coolant pumped from the pumpthrough to the heat exchanger, which uses the coolant to cool thelubricant.